Internal-combustion engine.



F. H. STIGKNBY.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED MAY 28,1913.

1,126,661. Patented Jan.26, 1915.

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F. H. STIGKNEY. i INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 28, 1913,

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F. H. STIGKNEY.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED MAY 2s, 191s,

QGGl Patented Jan.-26, 1915.

3 SHEETS-SHEET 3.

lcollar. 39 provided with an armY 40', while a collar 41 is fixed on the stem of each valve 37 and provided with an. arm 42.

Mounted on brackets 43 carriedby the base 10 adjacent each valve chamber of the valve chest are guide members 44 and 45 in which are slidably mounted tappets 46y and 47 respectively. rlhe inner end of the tap.- pget'46 is connected-tothe arm 42 byfalink 48, while the inner end of the tappet 47 is connected to the arm 40 by a link 492y By, this construction it will be apparent that as a sliding movementfi's yimp arted to thetappets` 46Jfand 47 the valves 37and 38 will be' rotated. The t'appets y46 and 47 are normally held in position to dispose'the valves' 37 and 38'so as to close the ports 35 and. 36 by springs 50 and 51 respectively which are'm'ounted in respective guide members y44 and 45 and encircle respective tappets. The tappets 46 and 47h`avejournaled in their outerends rollers 52 .and 53 respectively 'for'a' purpose that will presently appear.

Mounted' in the base 10inl` brackets'54 is a longitudinally disposed cam shaft fwhich is'connected to the crank shaft 25 by a train Aof' reducing gears;indicatedtypically at 56. Fixed on this shaft yare'cams 57 'and V58 arranged' in line respectively with the various tappets 46 and 47 f. During the operation ofthe engine the cams 57 and 58v are adapted to engage respective rollers 52 and 53 and slide tappets 46 and -`47 against the influence of the springs 50 and l51 whereby the valves 37 and 38 are operated to closel and open communication between the exhaust and inlet ports 35`and l36 and the valve chamber 29 with which said 'ports communicate. Each valve chamber 29y is closed by a cap 59' in which is mounted a spark plug ,60 -for exploding the charge in the wellknown` manner. The cams 57 and 58 are so timed that a` charge will be fired on one side or the other of thev pistons 21y and' 22' at the termination of 'eachstroke ofthe enginel so that al power stroke will beinstituted at each dead center of the crank" shaft."

The mechanism 'for controllingA the speed `-of'th`e enginecompri'ses a bracket '61', mounted on the base 10 at the'centerof the cylinderj 11. Rtatable on this bracket 61 is a governor'62 which isoperated through connectionswith the cam shaft 55.' This governor/62 'includes a disk 63having a tapered upper end 64` said' disk being adapted' to'be moved upwardly when an' excessive speed is imparted to the' governor 62l through the mediumof the rotation of the' camshaft 55.

Adjustablvmounted inthe bracket 61 are blocks 65'4 and 66.

Slidably mounted in'th'e block 65' are the inner ends of rods 67 -and'68 andthe inner ends oi?t said rods aretadapted to coperate withvthe tapered end 64 of the disk 63 as 65 the said disk is moved upwardly by the governor 62. The outer ends of the rods 67 and 68 are connected to vspring, latches 69 respectively which are adapted to engage in notches 70v in respective tappets 47.

Slidably mounted in the block 66 are the inner ends of rods 71 and 72 respectively, whose inner ends are also adapted to `cooperate with the tapered upper endV 64 yot" the disk 63`in amanner similar to the rods 67 and 68. Th(` outer ends of the rods 71 and 72 are also connected respectively to spring latches73 adapted to engage in notches 74 formed on respective tappets 47".

By this construction it willbe-I apparent that as thedisk 63 is elevatedkr the'v rods 67,

68',` 71 and 72 will be forced outwardlyy so that when the tappets 47 are moved 'inwardly the latches 69 and 73 will engage-respectively in notches 70 and 74 ofthetappets 47 and lock said tappets against movement underthe inluenceol the spring 51." Vhen the tappets 47 are locked in thisr position communication between the valvefchamber` 29 and'exhaust port 35 is'open while' communication between the valve chamber 29l and the;

inlet port 36 is closed. lVith thisst'atus establishedit will be apparent that the speed of the engine will immediately decrease and that the disk 63v will move downwardly.

As. soon as this downward movement of the" 1. Thecombination withy the cylinder and i nately'with the fuel and exhaust ports off' the valve chamber by rotation of thefvalve, and means for alternately rotating said valves to effect such registration.

2. In an internal combustion' engine, a

cylinder, a piston slidably mounted in said# cylinder, a valve chest communicating with the cylinder and having inlet and outlet ports, superimposed rotary valves mounted in said' valve `chest for controllingthe inlet and 4outlet port, slidable members mounted' adjacent the cylinder, connections between said membersand'the stems of' respective valves, wherebyv the slidingof one member will open communication between: theI valve chest andthe exhaust port andthe Vsliding of f the other member.' will openf'comm'unication between the valve "chestl and the! inletfport,

spring means constantly tending to hold said In testimony whereof, I afliX my signasidfing Inedmbers in a give positionc,1 a, arn ture, in the presence of two Witnesses.

sm t, an cams mounte on sai `s a 't adapted to coact respectively with the slid- FRANCIS H STICKNEY ing members to successively place the Valve Witnesses:

chest in communicating With the exhaust DORANCE D. GREEK,

and inlet ports. ALICE G. BLAKELY.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

i Washington, D. C. 

